Basic Aviation Risk Standard Resource Sector - Flight Safety ...

Flight SaFety Foundation 

Basic Aviation Risk Standard 

Resource Sector 

Version 3

Contents 

2 

All Threats 1.0: Common Controls 6 

Threat 2.0: Runway Excursions 8 

Threat 3.0: Fuel Exhaustion 9 

Threat 4.0: Fuel Contamination 10 

Threat 5.0: Controlled Flight Into Terrain (CFIT) 11 

Threat 6.0: Incorrect Loading 12 

Threat 7.0: Collision on Ground 13 

Threat 8.0: Collision in Air 14 

Threat 9.0: Structural or Mechanical Failure 15 

Threat 10.0: Weather 16 

Defences 11.0: Aircraft Accident 17 

Copyright, Copying and Updates 

Appendices 19 

Appendix 1: Aircrew Qualifications and Experience 20 

Appendix 2: Basic Aircraft Equipment Fit 21 

Appendix 3: Abbreviations 22 

Appendix 4: External Load Operations 24 

Appendix 5: Offshore Operations 30 

Basic Aviation Risk Standard © Copyright 2010 by Flight Safety Foundation Limited (ABN 41 135 771 345) (“FSF Ltd”) a wholly owned subsidiary of Flight Safety 

Foundation Inc. (“FSF Inc”), incorporated in the State of New York, USA. 

A copy of the Basic Aviation Risk Standard, as updated, (“Standard”) may be accessed on the BARS website: www.flightsafety.org. The Standard may be copied 

freely, in its entirety or in part, provided all such copies include this copyright notice and disclaimer in their entirety. 

From time to time this Basic Aviation Risk Standard may be updated. The website www.flightsafety.org should be consulted to obtain the latest updates. 

Disclaimer 

This Standard is made generally available, with a view to raising awareness of safety and risk issues in respect of aviation and associated operations in the resource 

sector and other sectors which use air operators. Any person involved in these operations or sectors should not rely solely on this Standard to manage risk, and must 

exercise their own skill, care and judgement with respect to the management of risk and the use of this Standard. 

FSF Ltd and FSF Inc expressly disclaim any and all liability and responsibility to any person in respect of the consequences of anything done or not done in reliance, 

whether wholly or in part on the Standard. In no circumstances will either FSF Ltd or FSF Inc be liable for any incidental or consequential damages resulting from use 

of the Standard. 

Use, distribution or reproduction of this Standard in any way constitutes acceptance of the above terms. 

Flight SaFety Foundation BaSic aviation RiSk StandaRd – Resource Sector © version 3

Purpose 

This document is to provide Companies engaged in the resource sector with a 

standard to assist in the risk-based management of aviation operations supporting 

their activities. 

All national and international regulations pertaining to aviation operations must 

always be followed. The detail contained in this standard is intended to supplement 

those requirements. 

Document Structure 

The standard is presented in a risk-based format to emphasise 

the relationship between threats to aviation operations, 

associated controls and applicable recovery/mitigation 

measures as presented in Figure 1. 

The risk-based presentation is further intended to assist all 

Company personnel engaged in coordinating aviation activities 

to manage and understand the aviation risk to their operation. 

As a basic standard, all Companies and aircraft operators are 

encouraged to further risk-assess all controls to the level of 

detail they consider necessary for their individual operations. 

Aircraft Operator Review 

Variations 

This standard is designed to be used as a primary reference 

for the review and approval of aircraft operators supporting 

Companies engaged in the resource industry. 

Any variation to this standard is at the discretion of each 

individual Company. It is recommended that each variation 

be assessed to demonstrate that the risks associated with 

the variation are tolerable and justify safe continuation 

of operations. 

A diagram showing the Basic Aviation Risk Standard Variance 

Process is presented in Figure 2 on page 7. 

Key Definitions 

Company 

Refers to the individual company using this standard to 

support their aviation operations. 

Operator 

Refers to an aircraft operating company used to provide 

aviation services. 

Hostile Environment 

An environment in which a successful emergency landing 

cannot be assured, or the occupants of the aircraft cannot be 

adequately protected from the elements, or search and rescue 

response/capability cannot be provided consistent with the 

anticipated exposure. 

Non-Hostile Environment 

An environment in which a successful emergency landing can 

be reasonably assured, and the occupants of the aircraft can 

be adequately protected from the elements, and search and 

rescue response/capability can be provided consistent with the 

anticipated exposure. 

Long-term contract 

Any contract using dedicated aircraft for a planned duration of 

greater than six months. 

Competent Aviation Specialist 

A Company designated aviation advisor or Flight Safety 

Foundation accredited Auditor. 

Additional definitions related to the use of this standard are 

presented in Appendix 3. 

version 3 Flight SaFety Foundation BaSic aviation RiSk StandaRd – Resource Sector © 3

Figure 1: Schematic of Aviation Risk Management Controls and Recovery Measures 

4 

Threat Common Controls: 

All Threats 1.0 

Threat 2.0: 

Runway Excursions 

Threat 3.0: 

Fuel Exhaustion 

Threat 4.0: 

Fuel Contamination 

Threat 5.0: 

Controlled Flight 

Into Terrain (CFIT) 

Threat 6.0: 

Incorrect Loading 

Threat 7.0: 

Collision On Ground 

Threat 8.0: 

Collision In Air 

Threat 9.0: 

Structural/ 

Mechanical Failure 

Threat 10.0: 

Weather 

1.1: Approved Aircraft 

Operator 

1.2: Aircrew 

Qualification 

and Recency 

1.3: Check and 

Training 

1.4: Maintenance 

Personnel 

Qualification 


Training 

1.6: Basic Aircraft 

Equipment Fit 

1.7: Drug and Alcohol 

Testing 

1.8: Flight Time Limits 

1.9: Aircrew Duty 

Time 


Duty Time 

1.11: Safety 

Management System 

1.12: Accident 

Notification 

1.13: Operational RA 

1.14: External Loads 

and Offshore 

1.15: Airborne 

Geophysical 

Operations 

Controls 

Airfield Design 

Airfield Inspections 

Balanced Field Length 

Fuel Check 

Weather Data 

Flight Plan 

Fuel Testing 

Fuel Filtration 

Fuel Sampling 

NIGHT/IFR 

Two Crew 

Simulator Training 

IFR Flight Plan 

Approach/Landing Recency 

Passenger Weights 

Cargo Weights 

Weight & Balance 

calculations 

Passenger Terminal 

Designated Freight Area 

Passenger Control 

Ground Procedures 

Cruising Altitudes 

Radar Controlled Airspace 

Single Engine 

Multi Engine 

Spare Parts Supply 

Hangar Facilities 

Adverse Weather Policy 

Wind Shear Training 

Site Assessments 

Destination Weather 

Reporting 

IFR Fuel Plan 

VFR Fuel Plan 

Hot Refuelling 

Fuel Storage 

Stabilised Approaches 

Go-around Procedures 

CRM/ADM Training 

Manifest 

Dangerous Goods 

Rotors Running Load/Unload 

Parking Apron 

Perimeter Fence 

Airfield Bird Control 

Helicopter Vibration 

Monitoring 

Engine Trend 

Monitoring 

VFR Minimums 

Cold Weather Training 

Thunderstorm 

Weather Radar 


Drummed Fuel 

Special VFR 

Flight Data Monitoring 

Autopilot 

TAWS 

Passenger Briefing 

Multi-language 

Briefing 

Airfield Control 

TCAS 

High Intensity 

Strobe Lights 

Minimum Equipment 

List (MEL) 

Sub-chartering Aircraft 

11.0: 

Aircraft Accident 

Recovery Measures 

Aircraft Certification Standards 

Emergency Response Plan 

Emergency Locator Transmitter 

Satellite Flight Following 

Flight Following 

Survival Kit 

Aircrew Survival Vests with EPIRB 

First-Aid Kit 

Passenger Dress Requirements 

Cockpit Voice Recorder (CVR)/ 

Flight Data Recorder (FDR) 

Upper Torso Restraint 

Limitations in Sideways Seating 

Crash Boxes 

Rescue Fire Fighting 

Insurance 


All Threats 1.0: Common Controls 

Common controls that apply to all threats outlined in this standard 

Common Control 1.1: Approved Aircraft Operators 

6 

Only appropriately licensed aircraft operators who have been 

reviewed and endorsed for use by a competent aviation 

specialist are to be used in support of Company activities. 

Common Control 1.2: Aircrew Qualifications 

and Recency 

Aircrew are to meet the minimum experience requirements 

presented in Appendix 1. 

Common Control 1.3: Aircrew Check and Training 

All aircrew shall receive annual recurrent training to the 

standards of the appropriate civil aviation authorities, and 

a minimum of two flight checks annually at not less than 

a frequency of every six months for long-term contracted 

operations. These flight checks at minimum shall include a 

combination of a proficiency check (non-revenue) and a route 

check (revenue-flight permissible). 

Where distinct climatic seasons are experienced, such as snow/ 

ice winter conditions, training related to the seasonal change 

is recommended. Before commencing flight duties in a new 

location on long-term contract, all crew members shall receive 

a documented line check that includes orientation of local 

procedures and environment. 

Common Control 1.4: Maintenance Personnel 

Qualifications 

Maintenance personnel are to meet the minimum experience 

requirements presented in Appendix 1. 

Common Control 1.5: Maintenance Training 

The aircraft operator or maintenance service provider shall 

establish a recurrent training program for maintenance 

personnel at periods not exceeding three years. The training 

should at least include human factors in maintenance and 

company maintenance documentation and procedures, and 

where appropriate include technical components for aircraft 

and systems being maintained. 

Common Control 1.6: Basic Aircraft 

Equipment Fit 

Aircraft basic equipment fit shall meet the minimum 

requirements presented in Appendix 2. 

Common Control 1.7: Drug and Alcohol Policy 

The aircraft operator shall have a Drug and Alcohol policy 

which meets all requirements of the local regulatory authority 

when such requirements exist. When no such regulatory 

requirements exist the operator shall at minimum meet the 

requirements of the contracting Company. 

Common Control 1.8: Flight Time Limits 

Unless local regulatory requirements are more stringent the 

following flight time limits are to be applied. 

Single Pilot Dual Pilot 

8 hours daily flight time 10 hours daily flight time 

40 hours in any 7-day 

consecutive period 











Common Control 1.9: Aircrew Duty Time 

A duty day shall not exceed 14 hours and where 12 hours 

have been exceeded must be followed by a rest period of 10 

hours. Crews on rotational assignments that arrive following 

overnight travel or travel exceeding four timezones change 

should not be rostered for flying duties until the 10-hour rest 

period is met. 

Regulatory approved fatigue management programs may be 

used in lieu of the above limits when reviewed and endorsed 

by competent aviation specialist advice. 


Common Control 1.10: Maintenance Duty Time 

The aircraft operator or maintenance service provider shall 

establish a fatigue management program to minimise the 

effects of acute and chronic fatigue amongst maintenance 

personnel. This shall include maximum working hours, 

minimum rest periods and roster schedules. The requirement 

to conduct overnight maintenance should be reviewed by a 

competent aviation specialist. 

Common Control 1.11: Aircraft Operator Safety 

Management System 

All aircraft operators shall have a Safety Management System 

(SMS) commensurate with the size and complexity of their 

operation. Additional information useful for operators’ SMS 

development as follows: 

ICAO Safety Management System 

Flight Safety Digest Volume 24 No 11 - 12, Nov - Dec 2005 

International Helicopter Safety Team – SMS Toolkit 

Common Control 1.12: Accident and Incident 

Notification 

As part of their Safety Management System, the aircraft 

operator shall advise the Company of any incident, accident 

or non-standard occurrence related to the services provided to 

the Company that has, or potentially has, disrupted operations 

or jeopardised safety. 

Common Control 1.13: Operational Risk 

Assessment 

Before commencing operations for any new or existing aviation 

activity a documented assessment of operational risks and 

their respective mitigation shall be conducted by the aircraft 

operator. Guidance for the conduct of a risk assessment can 

be obtained by the aircraft operator from the Flight Safety 

Foundation. 

Common Control 1.14: Helicopter External Loads 

and Offshore Operations 

For Companies involved in helicopter external load and 

offshore operations, additional controls addressing these 

activities are presented in Appendices 4 and 5 to this 

document respectively. 

Common Control 1.15: Airborne Geophysical 

Operations 

Companies engaged in airborne geophysical operations shall 

ensure aircraft operators supporting this flight regime are 

members of the International Airborne Geophysics Safety 

Association (IAGSA) and comply with all requirements of the 

IAGSA Safety Manual. 

Figure 2 

National and 

International 

Aviation 

Regulations 

Basic Aviation Risk Standard Process 

Prescriptive Risk Based 

Basic Aviation 

Risk Standard 

[BARS] 

Variance? 

Aviation Operations 

Aviation 

Operations 

Threats 

Controls and 

Recovery 

/Mitigation 

Measure 

Risk 

Assessment 

Risk Tolerable? 

version 3 Flight SaFety Foundation BaSic aviation RiSk StandaRd – Resource Sector © 7 

NO 

YES 

YES 

Identify 

additional/ 

alternative 

controls 

until tolerable 

or decision 

not to 

conduct 

activity 

NO

Threat 2.0: Runway Excursions 

The aircraft departs the runway during take-off or on landing and results 

in an aircraft accident 

8 

Threat Controls 

Threat 2.0: 

Runway Excursions 

Control 2.1: Airfield and Helipad Design 

Where local guidance is not acceptable to Company, ICAO 

Annex 14 Aerodromes, Volume I (‘Aerodrome Design and 

Operation’) and ICAO Annex 14, Volume II (‘Heliports’) are to 

be used for design considerations when constructing (or major 

rework) permanent long-term Company owned and operated 

airfields and helipads supporting production operations. 

Prevailing winds and location of mining/facility infrastructure 

in relation to the proposed airfield or helipad departure 

and approach splays shall also be included in initial design 

considerations. 

Control 2.2: Airfield Inspections 

In addition to any regulatory required reviews, all Company 

owned and/or operated airfields should have a minimum of 

an annual operational control and safety review by qualified 

airfield specialists. 

Control 2.3: Landing Site Assessments 

Aircraft operators shall have a means of conducting landing 

site assessments prior to commencing operations which must 

further be incorporated into the operational risk assessment 

(Control 1.13). 

Control 2.4: Balanced Field Length 

All multi-engine aeroplanes shall meet balanced field 

requirements so that following an engine failure on take-off 

the aircraft will be able to stop on the remaining runway 

and stop-way, or continue (using the remaining runway and 

clearway) and climb achieving a net climb gradient greater 

than the take-off path obstacle gradient. 

Airfield Design 

Airfield Inspections 

Balanced Field Length 

Site Assessments 

Destination Weather Reporting 

Control 2.5: Balanced Field Length – 

No Performance Charts 

Multi-engine aircraft that do not have the appropriate Flight 

Manual performance charts to achieve Control 2.5 shall restrict 

payload to ensure that in the event of an engine failure the net 

take-off path clears obstacles by 35 feet up to a height of 1500 

feet above the aerodrome using the following conditions: 

• Failure occurs when the aeroplane has reached published 

best Rate of Climb (VY) speed. 

• Undercarriage up if retractable 

• Flaps are fully retracted 

• Propeller on inoperative engine feathered. 

Control 2.6: Destination Weather Reporting 

For Company owned and operated airfields and helidecks, 

the following data shall be communicated to arriving aircraft 

either by an Automatic Weather Observation System (AWOS) 

and/or trained weather observer: 

• Wind indication system 

• Temperature 

• Barometric pressure 

• Cloud ceiling height and visibility 

All equipment shall be maintained on a current 

calibration register. 


Threat 3.0: Fuel Exhaustion 

Aircraft conducts a forced landing or ditching as a result of fuel exhaustion and 

leads to an aircraft accident 


Threat 3.0: 


Control 3.1: Fuel Check 

The aircraft operator shall have procedures in place that 

require the Pilot-in-Command to ensure the required amount of 

fuel is on board the aircraft prior to each flight. 

Control 3.2: Flight Plan Weather Data 

All aircrew are to have access to reliable weather information 

when determining fuel loads in pre-flight planning. 

Control 3.3: Flight Plan 

Wherever practical flights are to be conducted on an 

Instrument Flight Rules (IFR) flight plan lodged with the 

relevant regulatory agency. When not possible, use of Visual 

Flight Rules (VFR) flight plans is permitted but shall be lodged 

with a responsible party (regulatory authorities, aircraft 

operator or Company site representative) and flown under a 

flight-following regime. 

Control 3.4: IFR Fuel Plan 

In addition to operational holding fuel requirements, fuel loads 

shall cover fuel used during start-up, taxi, en route, approach 

and transit to the alternate destination (if required). Additional 

variable reserves of 10% of the total trip fuel and 30 minutes 

as fixed reserve are to be carried. 

Control 3.5: VFR Fuel Plan 

Fuel loads are to cover the planned route. An additional 

variable reserve of 10% of the total trip fuel and 30 minutes as 

fixed reserve is to be carried. 

Fuel Check 

Weather data 

Flight Plan 

IFR Fuel Plan 

VFR Fuel Plan 

Hot refuelling 

Control 3.6: Hot Refuelling 

Hot refuelling shall only be conducted when considered 

operationally necessary and must be approved by Company 

prior to use. Aircraft operator shall have documented 

procedures covering all aspects of hot refuelling.* 

*Note 1 – Documented procedure to include the following 

considerations: 

• A pilot shall remain at the controls at all times. 

No passengers are to be onboard during refuelling. 

• Fire fighting capability is to be available and manned. 

• The aircraft operator’s Operations Manual is to detail all aspects 

of hot refuelling, including personnel training, sequence of aircraft 

grounding and duties of personnel (in addition to the pilot) required: 

(minimum of three for helicopter ops – one for refuelling, one for 

pump shut-off and one for fireguard). 

• Radios are not to be used during refuelling. 

• Anti-collision lights, radio altimeter, radar, transponder and DME 

equipment should be switched OFF. 

• Prior to removing the fuel cap and inserting the fuel nozzle or 

connecting the pressure hose into the aircraft fuel tank, grounding 

wires running from the fuel station and from the fuel hose to the 

aircraft should be connected. 

• When refuelling is completed, the Pilot-in-Command shall verify that 

all equipment is removed, the fuel cap has been securely replaced 

and the aircraft is properly configured for flight. 

• Correct fuel loads should be confirmed by the Pilot-in-Command 

prior to departure. 

Note 2 – Refuelling fixed wing aircraft with engines operating must 

not be conducted unless the aircraft is fitted with an Auxiliary Power 

Unit (APU) which goes unserviceable at an outstation without ground 

power assistance and where power is required for refuelling. A formal 

approval from the local regulatory body (where required) must be in 

place prior to hot refuelling taking place on any fixed wing aircraft. 

APU running without engines operating does not constitute hot 

refuelling and is acceptable. 


Threat 4.0: Fuel Contamination 

Aircraft forced to put down at unprepared sites with minimal warning as a result 

of contaminated fuel causing loss of engine power and results in aircraft accident 

Control 4.1: Fuel Testing 

10 


Threat 4.0: 

Fuel Contamination 

Testing of the fuel supplied shall include use of water detector 

capsules or any equivalent that is able to test for water in 

suspension. The Pilot-in-Command will ensure that the quality 

of the fuel being uplifted is acceptable for operation of 

the aircraft. 

Control 4.2: Fuel Filtration 

Fuel delivery systems including portable systems are to be 

fitted with water blocking filtration of the Go No-Go types. 

Filter canisters are to be marked with the next date of change 

or inspection cycle. All filters must be replaced at nominated 

pressure differentials as annotated on the filter housing or as 

recommended by the manufacturer, but as a minimum will be 

replaced annually. 

Control 4.3: Fuel Sampling 

When incorporating supply fuel tanks in Company owned and 

operated facilities, a slope at the base with a sump drain at the 

tank low point (or equivalent) for sampling purposes shall be 

specified for installation. 

When using a dedicated fuel source, a sample from the source 

shall be retained in a clear jar with screw-top-lid, labelled with 

the current date and retained until completion of the daily 

flying activities. 

Fuel Testing 

Fuel Filtration 

Fuel Sampling 

Fuel Storage 

Control 4.4: Fuel Storage 

Prior to testing and approval for use, all fuel storage facilities 

shall be allowed to settle 1 hour for each 1 foot of fuel depth 

after the tanks have been re-supplied, or in the case of 

drum-stock when the barrels have been moved to the vertical. 

Additional storage requirements include: 

• Fuel systems should be identified by placard during the 

settling period indicating the time when settling will be 

completed 

• All steel tanks should be lined with an approved epoxy liner 

unless the tanks are constructed of stainless steel 

• All Company new-build fuel systems should have stainless 

steel and connection welded plumbing. 

Control 4.5: Drummed Fuel 

Aircraft operator shall have procedures for the use of drum- 

stock that require: 

• The seals to be tight and not broken prior to use 

• Fuel is to be consumed within 12 months of packaging date 

• Drums are to be stored horizontally with bungs at 3 and 

9 o’clock, should have minimal contact with the ground (using 

wooden slats or equivalent), and covered where possible 

• Use of drummed fuel to be contingent on thorough sampling 

and testing procedures 

• Testing procedures to use water detector capsules or an 

approved equivalent 

• Before fuelling the aircraft, a small amount of fuel to be 

pumped into a container to remove any contaminants from 

the hose and nozzle. 

Drummed Fuel 


Threat 5.0: Controlled Flight Into Terrain (CFIT) 

An airworthy aircraft under the control of crew is flown into the ground (or water) 

resulting in an accident 


Threat 5.0: 

Controlled Flight 

Into Terrain (CFIT) 

Control 5.1: Night or Instrument Flight Rules (IFR) 

– Two crew operations 

Flights flown at night or in IFR shall be crewed by two pilots 

who hold valid and current instrument and night flying ratings 

using Standard Operating Procedures (SOPs) contained in the 

Operations Manual. For additional reference see FSF ALAR 

Toolkit (www.flightsafety.org). 

Control 5.2: Special VFR Procedures 

Planned use of Special VFR procedures shall only be used when 

endorsed by aviation specialist advice. 

Control 5.3: Night or IFR – Aircraft 

Flights flown at night or under IFR shall be conducted in a 

multi-engine aircraft. 

Control 5.4: Night or IFR – Flight Planning 

Flights flown at night or under IFR shall be conducted in 

compliance with an IFR flight plan. 

Control 5.5: Night or IFR – Simulator Training 

For long-term contracts, crews operating any aircraft at night 

or under IFR shall attend initial and recurrent type specific 

simulator training or Flight Training Devices when reasonably 

available for that aircraft type. 

Control 5.6: Night or IFR Approach/Landing 

Recency 

IFR and night approach recency is to meet that of the local 

regulatory environment, but not less than 3 night take-off 

and landings for each pilot in the preceding 90 days. 

Control 5.7: Stabilised Approaches 

Aircraft operators are to detail type-specific stabilised 

approach in the relevant section of the Operations Manual. 

For additional information see Flight Safety Foundation ALAR 

Briefing Note 7.1 (www.flightsafety.org). 

NIGHT/IFR 

Two Crew 

Simulator Training 

IFR Flight Plan 

Approach/landing recency 

Stabilised Approaches 

Go-around Procedures 

CRM/ADM Training 

Control 5.8: Mandatory Go-around Procedures 

Aircraft operators are to have mandatory no-fault go-around 

procedures in the relevant section of the Operations Manual. 

Control 5.9: Flight Data Monitoring 

When available for the aircraft type, contracts that are for 

duration of three-years or greater and which specify individual 

aircraft are to have operational Flight Data Monitoring 

capability that is routinely used to assess operational approach 

and landing standards. 

Control 5.10: Multi Crew Operations 

Procedures outlining duties and responsibilities of all crew 

members shall be prescribed by the aircraft operator in those 

cases where multi-crew operations are conducted. 

Control 5.11: CRM/ADM Training 

All flight crew (including cabin attendants) shall have 

successfully completed Crew Resource Management (CRM) 

or Threat and Error Management (TEM) training at intervals 

not exceeding two years. Completion of an Aircrew Decision 

Making (ADM) course is acceptable for approved single pilot 

operations. 

Control 5.12: Night or IFR – Autopilot 

For night or IFR flights, an autopilot or AFCS must be 

fitted and in normal operations coupled during the flight 

and approach. 

Control 5.13: Terrain Awareness Warning 

Systems (TAWS) 

Aircraft that may be tasked to provide flight under IFR or 

at night and on long-term contract shall be fitted with an 

approved and serviceable Class A TAWS when an approved 

modification exists for the aircraft type. The aircraft operator 

is to have corresponding procedures outlining the action to be 

taken by aircrew in the event of an alert. 

Special VFR 

Flight Data Monitoring 

Autopilot 

TAWS 


Threat 6.0: Incorrect Loading 

Incorrect loading of passengers and/or their lack of proper safety awareness 

results in an aircraft accident 

Control 6.1: Passenger Weight 

12 


Threat 6.0: 

Incorrect Loading 

For fixed wing aircraft with a maximum gross take-off weight 

(MGTOW) less than 5700kg, and all helicopters regardless of 

MGTOW, actual body weight (including hand luggage) is to 

be used. 

If within regulatory and operator operating guidance, standard 

weights based on seasonal averages acceptable to Company 

may be used for fixed wing aircraft with a MGTOW exceeding 

5700kg unless aviation specialist advice provides alternative 

guidance. 

Control 6.2: Cargo Weight 

All baggage and cargo will be weighed separately and appear 

on the manifest and measures are to be taken to ensure that 

effects of rain do not alter the weight prior to loading. Cargo 

will not normally be carried inside the passenger compartment 

during passenger carrying operations. Should it be necessary, 

the cargo must be adequately secured using nets and straps, 

and must not obstruct normal or emergency exits and where 

practical should be placed forward of the passengers. 

Control 6.3: Weight and Balance Calculations 

Prior to take-off the Pilot-in-Command (PIC) is to ensure that 

fuel and oil requirements are correct, and that weight and 

centre of gravity limits of the aircraft have been calculated 

and are within limits for flight. Use of an approved load-sheet 

is acceptable for use and must be available in the cockpit 

at all times. 

Control 6.4: Manifest 

Passenger Weights 

Cargo Weights 

Weight & Balance 

Calculations 

A passenger manifest is to be raised for each flight or, where 

applicable, each sector. At a minimum the passenger’s full 

name shall be recorded. The manifest shall always accurately 

reflect the occupants of an aircraft when in flight, and a copy 

must be accessible by flight following personnel at all times. 

Manifest 

Dangerous Goods 

Control 6.5: Dangerous Goods Cargo 

(Hazardous Materials) 

Carriage of dangerous goods is to comply with current 

International Air Transport Association (IATA) guidance 

(or similar guidance such as Title 49 of the Code of Federal 

Regulations) associated with Dangerous Goods Regulations. 

The aircraft operator shall have appropriate procedures 

and trained personnel for the carriage and acceptance of 

dangerous goods. All aircrew are to have completed dangerous 

goods awareness training at intervals not exceeding two years. 

Control 6.6: Passenger Briefing 

Passengers shall be briefed on emergency procedures and 

safety matters prior to flight. Minimum briefing requirements 

must include: 

• No smoking around the aircraft and apron area, or at any 

stage during flight 

• General description of aircraft and specific avoid/danger 

Flight SaFety Foundation BaSic aviation RiSk StandaRd – Resource Sector © version 3 

areas 

• Location of non-smoking and fasten seatbelt signs and 

briefing cards 

• Use of seat belts and shoulder harnesses 

• Location and operation of oxygen masks, if applicable 

• Means of communication between crew and passengers and 

the BRACE position 

• Location and use of normal and emergency exits and all life- 

saving equipment 

• Guidance on the use of Personal Electronic Devices (PEDs). 

Control 6.7: Multi-language Briefing 

Passenger Briefing 

Multi-language 

Briefing 

When the first language in the area of operations is not 

English, the aircraft operator is to provide emergency exit 

decals and briefing in the local language as well as English.

Threat 7.0: Collision on Ground 

Aircraft and object collide on ground resulting in aircraft accident 


Threat 7.0: 

Collision On Ground 

Control 7.1: Passenger Terminal Area 

Company owned and operated airfields shall have a waiting 

area for passengers offering security, basic amenities, 

protection from the elements and a barrier from the aircraft 

movement area. Separation between incoming and outgoing 

passengers should be designated. 

Written safety material that reinforces key aircraft safety 

information should be displayed in the waiting area, which 

may also serve for video briefing and check-in process. 

Control 7.2: Designated Freight Areas 

Company owned and operated airfields, helipads and helidecks 

shall have a designated and secure freight area that provides 

a controlled environment clear of the aircraft movement area 

and public thoroughfare. 

Control 7.3: Passenger Control 

All passenger movements to and from the designated aircraft 

movement area are to be conducted under the control of 

a designated Passenger Control Officer (PCO) or Helideck 

Landing Officer (HLO) who are in a position to signal or 

communicate with the crew at all times. The PCO can be 

provided by the Company or the aircraft operator, and if 

required may be a crew member in a multi-crew operation. 

If not a crew member of the aircraft, the PCO and HLO position 

must be identified by a distinguishing vest. 

Control 7.4: Ground Procedures 

The Operations Manual must include reference to ground 

handling and manoeuvring of aircraft. 

Passenger Terminal 

Designated Freight Area 

Passenger Control 

Ground Procedures 

Rotors Running 

Load/Unload 

Parking Apron 

Perimeter Fence 

Control 7.5: Rotors Running Load/Unload 

When loading or unloading passengers from helicopters with 

rotors running, the pilot at the controls is only to be engaged 

in essential cockpit duties associated with identification of 

external hazards and passenger movement around the aircraft. 

Rotors running passenger transfer must only be conducted 

under the supervision of a designated PCO or HLO. 

Control 7.6: Parking Apron 

For all Company owned and operated airfields, the parking 

apron area shall be assessed by the aircraft operator as 

being suitable for operation of their aircraft type. This shall 

also include consideration of other transient aircraft traffic, 

helicopter operations, refuelling considerations and Pavement 

Classification Number (PCN). For long-term operations and 

where practical, taxi lines specific to the contracted aircraft 

type should be painted in the apron area for obstacle- 

clearance manoeuvring purposes. 

Control 7.7: Perimeter Fence 

A perimeter fence aimed at preventing access by livestock, 

animals and itinerant pedestrian traffic shall be constructed 

around all Company owned and operated airfields. 

Control 7.8: Airfield Control 

Airfield Control 

All Company owned and operated airfields shall have 

personnel assigned the responsibility of providing oversight 

and management of the airfield and operating standards. 

Duties will include having a basic understanding of the local 

aviation regulatory system, certification requirements of the 

airfield and daily airfield reporting officer duties. 


Threat 8.0: Collision in Air 

Aircraft and object collide in air resulting in an aircraft accident 

Control 8.1: Cruising Altitudes 

14 


Threat 8.0: 

Collision In Air 

All operations will attempt to comply with the ICAO cruising 

altitudes for both VFR and IFR flight unless circumstances, 

such as weather, demand non-standard procedures. Where 

known bird migratory routes are identified, practical attempts 

are to be made to plan cruise altitudes above 3000 feet above 

ground level. 

Control 8.2: Radar Controlled Airspace 

Consideration in using radar controlled airspace when 

determining cruising altitudes shall be made by the 

Pilot-in-Command. 

Control 8.3: Airfield Bird Control 

When required, active bird control shall be conducted at all 

Company owned and operated airfields and the presence of 

birds recorded on a periodic basis. Where possible, birds are 

to be dispersed or removed in accordance with local wildlife 

regulatory standards. Seeding grass, open waste disposal 

and water ponds should be restricted to remove attractions 

for birds. 

Cruising Altitudes 

Radar Controlled Airspace 

Where bird activity is known to exist, aircraft operators are 

to minimise the risk of bird strike during all operations. 

Airfield Bird Control 

Control 8.4: Traffic Collision Avoidance 

System (TCAS) 

Aircraft capable of being flown at night, under the IFR and 

on long-term contract shall be fitted with a TCAS. The aircraft 

operator shall have documented procedures describing the 

action to be taken in the event of TCAS alert. 

Control 8.5: High Intensity Strobe Lights 

Aircraft on long-term contract operating in airspace without 

radar coverage and where the potential for conflicting traffic 

is assessed as being high shall have high intensity strobe 

or pulse lights fitted. Potential conflicting activities will 

include low level VFR flights and high density operations in 

uncontrolled airspace. 

TCAS 

High Intensity 

Strobe Lights 


Threat 9.0: Structural or Mechanical Failure 

Structural or mechanical failure of the aircraft resulting in loss of 

control and crash 


Threat 9.0: 

Structural/ 

Mechanical Failure 

Control 9.1: Single-Engine Aircraft 

Single engine aircraft shall only be used for passenger flights 

in a non-hostile environment under day visual conditions. 

All single-engine aircraft used for passenger carrying 

operations are to have turbine engines. 

Control 9.2: Multi-Engine Aircraft 

Multi-engine aircraft capable of sustaining a 1% net climb 

gradient above the route lowest safe altitude or 500 feet 

above the terrain in the area of operations with One Engine 

Inoperative (OEI) shall be used whenever the following 

conditions exist: 

• When operating in a hostile environment 

• Any portion of the flight will be in instrument (non-visual) 

or night conditions 

• When operating on extended over water flights. 

Control 9.3: Supply of Spares 

Maintenance organisations are to have a list of Approved 

Suppliers who are listed in a Quality Assurance surveillance 

program to ensure that parts received conform to FAA- 

approved (or equivalent) design data, and are in a condition 

for safe operation. 

Control 9.4: Hangar Facilities 

Hangar facilities suitable for the level of activity performed 

are to be accessible for aircraft operating on all long-term 

contracts. Long-term field operations, particularly in high 

rainfall, arctic or desert environments, shall at a minimum have 

sheltered arrangements for the conduct of scheduled and non- 

scheduled field aircraft servicing. 

Single-Engine 

Multi-Engine 

Spare Parts Supply 

Hangar Facilities 

Helicopter Vibration 

Monitoring 

Engine Trend 

Monitoring 

Control 9.5: Helicopter Vibration Monitoring 

Helicopters on long-term contracts shall have a plan endorsed 

by an aviation specialist to fit Health Usage Monitoring System 

(HUMS) or airframe and engine Vibration Monitoring System 

(VMS), where systems have been developed and approved 

for the helicopter type. The aircraft operator shall follow 

documented procedures to routinely download and analyse data. 

Control 9.6: Engine Trend Monitoring 

All single-engine turbine aircraft on long-term contract shall 

have a plan endorsed by an aviation specialist to fit automatic 

electronic engine trend monitoring system when available for 

the aircraft type. The aircraft operator shall follow documented 

procedures to routinely download and analyse engine trend data. 

Control 9.7: Minimum Equipment List (MEL) 

Aircraft operators shall develop an MEL for all long-term 

contracted aircraft. All equipment installed on an aircraft 

should be operational unless operated in accordance with an 

approved MEL, or otherwise as approved by the appropriate 

civil aviation authority under an established program for 

deferred defects. Such programs shall not be contrary to the 

Type Data Certificate or equivalent. The aircraft operator 

shall provide training for aircrew and engineers in the 

understanding and operation of their approved MEL. 

Control 9.8: Sub-chartering 

Minimum Equipment 

List (MEL) 

Sub-chartering 

aircraft 

Sub-chartering (cross-hiring) by the aircraft operator shall not 

be undertaken unless with the documented approval of the 

contracting Company. Regardless of ownership, contracted 

aircraft must be operated and controlled in accordance with 

the Air Operators Certificate they are operated under. 


Threat 10.0: Weather 

Weather conditions force the aircraft to deviate from original flight path 

and causes an aircraft accident 

Control 10.1: Adverse Weather Policy 

16 


Threat 10.0: 

Weather 

When weather conditions have the potential to make normal 

aircraft operations, or the ability to provide suitable rescue 

and response capability marginal, an Adverse Weather Policy 

shall be developed to provide a formalised process between 

the aircraft operator and the Company about when flying 

operations should be restricted or temporarily halted. 

Control 10.2: Wind Shear Training 

Aircrew operating aeroplanes on long-term contracts are 

to have ongoing training addressing the identification 

and recovery measures associated during microburst and 

windshear phenomenon. 

Control 10.3: VFR Minimums 

Aircraft operating under VFR shall be flown in accordance 

with the local regulatory minimums for flight under the 

VFR for departure, enroute and destination legs. Localised 

Standard Operating Procedures are to be developed for those 

areas, such as mountainous jungle operations, where rapidly 

changing VFR conditions can be prevalent. 

Adverse Weather Policy 

Wind Shear Training 

VFR Minimums 

Cold Weather Training 

Thunderstorm Avoidance 

Weather Radar 

Control 10.4: Cold Weather Training 

Aircrew who operate aircraft in a cold weather environment 

(ground snow and ice) shall undergo annual training prior to 

the onset of the winter season that addresses: 

• Pre-takeoff inspections 

• Anti-icing and De-icing including use of holdover time tables 

• In-flight icing and associated hazards 

• Cold weather operational take-off, approach and landing 

• Runway visibility, contamination and performance 

considerations. 

Free online courses addressing the above that are readily 

available include NASA aircraft on-line icing courses 

(http://aircrafticing.grc.nasa.gov/). 

Control 10.5: Thunderstorm Avoidance 

Aircraft operations shall have thunderstorm avoidance 

techniques outlined in the Operations Manual. 

Control 10.6: Weather Radar 

All aircraft contracted to be able to operate under IFR or at 

night shall be fitted with a serviceable weather radar. In the 

event the weather radar becomes unserviceable, the aircraft 

may be flown in Visual Meteorological Conditions (VMC) 

only and must not be flown in Instrument Meteorological 

Conditions (IMC), or at night unless the weather forecasts 

indicate there is no likelihood of thunderstorms, lightning, 

turbulence or icing. 


Defences 11.0: Aircraft Accident 

Mitigating defences in the event of an aircraft accident 

Defence 11.1: Aircraft Certification Standards 

Aircraft designed to the latest certification standards have 

increased crashworthiness and survivability characteristics 

when compared to those aircraft certified to older standards. 

Consideration to the certification standard should be given 

when selecting aircraft for all long-term contracts. 

Defence 11.2: Emergency Response Plan 

All aircraft operations (including Company owned or operated 

airports) shall have an Emergency Response Plan (ERP) 

commensurate with the activity undertaken. Factors taken 

into account shall include documented land-before-last-light 

limitations, exposure considerations, local Search and Rescue 

(SAR) capabilities, hazards associated with the surrounding 

environment and reporting officials. 

The ERP shall be exercised annually for all long-term 

operations, and include a bridging document detailing lines of 

communications between the Company and aircraft operator. 

Defence 11.3: Emergency Locator Transmitter 

An Emergency Locator Transmitter (ELT) meeting the 

requirements of Technical Standard Order (TSO) 126 (406MHz) 

or equivalent shall be fitted to all contracted aircraft. The 

responsible party noted on ELT registration as the primary 

contact is also to be detailed in the aircraft operator’s 

Emergency Response Plan. 

Defence 11.4: Satellite Flight Following 

All aircraft on long-term contracts operating in hostile 

environments shall be fitted with satellite flight following 

systems. The system shall be monitored by designated flight 

following personnel with no secondary duties and who, if 

required, are able to initiate the Emergency Response Plan. 

The system components shall comprise a cockpit distress 

function with corresponding audio at the base station, cockpit 

indication of functionality, satellite telephone with text back- 

up, internet-based monitoring system and ability to adjust 

reporting intervals based on altitude. 

Defence 11.5: Flight Following 

Where flights are conducted outside of controlled airspace or 

are not subject to any form of position reporting, the aircraft 

operator in conjunction with the Company shall establish a 

system of flight following appropriate for the operation. At 

all times, an Emergency Response Plan must be able to be 

activated in the event of distress or loss of communications. 

Defence 11.6: Survival Kit 

Survival kits appropriate for the geographical location and 

climatic conditions (offshore, jungle, arctic, desert, etc.) 

shall be carried for those operations where search and rescue 

response times would necessitate use of the equipment. 

Defence 11.7: Aircrew Survival Vest with EPIRB 

Aircrew operating helicopters in hostile environment shall wear 

a survival vest which at minimum contains a voice-capable GPS 

Emergency Position Indicating Radio Beacon (EPIRB). 

Defence 11.8: First-Aid Kit 

A minimum of one first-aid kit is to be carried on all 

contracted aircraft. 

Defence 11.9: Passenger Dress Requirements 

Operators shall require passengers to wear clothing and 

footwear appropriate to the environment being flown over 

regardless of the flight duration. 

Defence 11.10: Cockpit Voice Recorder (CVR)/Flight 

Data Recorder (FDR) 

Aircraft on long-term contract and certificated with a seating 

capacity of more than nine passenger seats shall be fitted 

with a Cockpit Voice Recorder and Flight Data Recorder when 

available for the aircraft type. 


Defences 11.0 (cont.) 

Defence 11.11: Upper Torso Restraint 

18 

All helicopter and single-engine aeroplane crew and passenger 

seats shall be fitted with upper torso restraints and worn by 

crew and passengers at all times. 

Defence 11.12: Limitations in Sideways Seating 

Sidewards facing seats are to be avoided during take-off 

and landing, unless regulatory approved shoulder restraints 

are used and passengers briefed on the importance of their 

use accordingly. 

Defence 11.13: Crash Boxes 

Company owned and operated landing sites supporting 

long-term operations shall have a crash box accessible to 

personnel at the airfield or primary helipad supporting long- 

term operations. Contents of the crash box shall be tailored 

to the environment and aircraft type, but at a minimum 

should include: 

• Rescue axe 

• Bolt cutters 

• Crowbar 

• Grab Hook 

• Hacksaw and six spare blades 

• Fire resistant blanket 

• Fire resistant gloves 

• Adjustable wrench. 

Defence 11.14: Rescue Fire Fighting 

All Company owned or operated helipads or airfields shall have 

a means of extinguishing a fire with trained and experienced 

personnel that is commensurate with the potential risk. 

Defence 11.15: Insurance 

It is the responsibility of the contracting Company to determine 

the level of insurance required in line with Company risk 

management standards. 

Each operator shall provide documentary evidence to the 

contracting Company of the required insurance coverage. Such 

insurance shall not be cancelled or changed materially during 

the course of the contract without at least 30-days written 

notice to the Company. 

The Company shall be named as additional insured under 

the contract. 


Appendices 


Appendix 1: 

Aircrew Qualifications and Experience 

Pilot-in-Command – Aeroplanes and Helicopters 

20 

Qualifications > 5700 kg Multi-Engine < 5700 kg Multi-Engine (1) Single-Engine 

Licence ATPL CPL CPL 

Instrument Rating Command, multi-engine Command, multi-engine Not required 

Experience 

Total Hours 3000 2500 2000 

Total Command 2500 1500 1500 

Total Command Multi-Engine 500 500 N/A 

Total Command on type (2) 100 100 100 

Experience in Topographical Area One year experience in area similar to specified in contract (arctic, offshore, high density altitude 

mountainous, jungle, international operations, etc). 

Co-Pilot – Aeroplanes and Helicopters 

Qualifications > 5700 kg Multi-Engine < 5700 kg Multi-Engine Single-Engine 

Licence CPL CPL CPL 

Instrument Rating Command Co-Pilot 

Experience 

Total Hours 500 250 250 

Total Multi-Engine 100 50 

Total on type (2) 50 10 10 

Both Pilot-in-Command and Co-Pilot – Aeroplanes and Helicopters 

Qualifications 

Total Hours previous 90 days (3) 50 hours, 10 on aircraft type 

Night recency previous 90 days 3 night take-offs and landings 

CRM/ADM initial and refresher Every 2 years 

Dangerous Goods Awareness Every 2 years 

Accident and Violation Record 2 years accident free for human error causes, subject to review by the Resource Company 

Maintenance Personnel – Aeroplanes and Helicopters 

Qualifications Chief Engineer Line Engineer 

Total time on Aeroplanes/Helicopters 

(whichever applicable) 

Engine/Airframe/Avionics Rating 

(where appropriate) 

5 years 2 years 

Yes Yes 

Accident and Violation Record 2 years accident free for human error causes, subject to review by the Resource Company 

(1) Includes following type series: King Air 300, Twin Otter, Beech 1900, CASA 212, Metro III/23 and Dornier 228. 

(2) Competency-Based Training (CBT) reviewed and endorsed by aviation specialist may be used in lieu of 100-hours. 

(3) If not met, a non-revenue check-flight by qualified company check pilot is required. 


Appendix 2: 

Basic Aircraft Equipment Fit 

Helicopters and Aeroplanes 

Equipment Multi-Engine Single-Engine 

Two VHF Transceivers 

One HF Receiver, if VHF coverage is not assured 

for the entire area 

Mode C or S Transponder 

TSO 126 ELT 

GPS (IFR TSO required for night or IFR operations) 

Upper Torso Restraints 

(Helicopter and SE Aeroplane only) 

First-Aid Kit 

One Fire Extinguisher 

Survival Equipment, tailored to environment 

Internal PA system or effective ability to 

communicate with passengers 

Passenger Briefing Cards 

Autopilot or AFCS (1) 

Two ADF, if NDB approach is only approved 

instrument approach available 

Two VOR/ILS 

Instantaneous VSI 

Radio Altimeter with audio/visual alert 

Colour Weather Radar (see 10.6) 

TCAS 

TAWS 

CVR/FDR, or as required by local CAA 

HUMS, UMS or VMS 

FDM – contracts exceeding 3 years 

High Visibility Pulse Lights – in areas of traffic 

External Mirrors for situational awareness 

External Loud Hailer for passenger control 

Required IFR or Night 

Required for dedicated long-term contracts 

Required 

Required for passenger carrying operations 

Optional 

Optional 

(1) The following twin engine aircraft are exempt from this requirement: DHC-6 Twin Otter, Beech 99, Beech 1900, Beech King Air 90/100/200, Embraer Banderante and 

Fairchild Swearingen Metro III/IV. 


Appendix 3: 

Abbreviations 

AD Airworthiness Directives 

ADD Aircraft Deferred Defect 

ADELT Automatically Deployable Emergency Locator Transmitter 

ADM Aircrew Decision Making 

AFCS Automatic Flight Control System 

AFM Aircraft Flight Manual 

AGL Above Ground Level 

ALAR Approach and Landing Accident Reduction 

AME Aircraft Maintenance Engineer (unlicensed) 

AOC Air Operator’s Certificate 

APU Auxiliary Power Unit 

AP Autopilot 

AMSL Above Mean Sea Level 

ARA Airborne Radar Approach 

ASB Alert Service Bulletins 

ATC Air Traffic Control 

ATPL Air Transport Pilot Licence 

AUW All Up Weight 

AVAD Altitude Voice Alert Device 

AVGAS Aviation Gasoline (piston-engine aircraft fuel) 

AVTUR Aviation Turbine (jet and turbine-engine aircraft fuel) 

AWOS Automated Weather Observation System 

BARS Basic Aviation Risk Standard 

CAA Civil Aviation Authority 

CDP Critical Decision Point (twin engine helicopter operations) 

CFIT/W Controlled Flight into Terrain/Water 

COSPAS Russian satellite system used to track EPIRB distress signals 

C of G (Aircraft) Centre of Gravity 

COM Company Operations Manual 

CPL Commercial Pilot’s Licence 

CRM Crew Resource Management 

CVR Cockpit Voice Recorder 

DG Dangerous Goods 

DH Decision Height 

DME Distance Measuring Equipment 

DSV Drilling Support Vessels 

ECTM Engine Continuous Trend Monitoring 

EGPWS Enhanced Ground Proximity Warning System 

22 

E, I & R Electronics, Instruments and Radio 

ELT Emergency Locator Transmitter 

EPIRB Emergency Position Indicating Radio Beacon 

EPR Engine Pressure Ratio 

ERP Emergency Response Plan 

ETOPS Extended Range Twin-engine Operations 

ETP Equal Time Point 

FAA Federal Aviation Authority (USA) 

FADEC Fully Automated Digital Engine Control 

FCU Fuel Control Unit 

FDR Flight Data Recorder 

FDM Flight Data Monitoring 

FOD Foreign Object Debris (or Damage) 

FOQA Flight Operations Quality Assurance Program 

FPSO Floating Production and Storage Offload 

GNSS GPS approach procedures 

GPS Global Positioning System 

GPWS Ground Proximity Warning System 

H1 ICAO Annex 14 heliport fire fighting category – 

up to but not including 15m overall helicopter length 


from 15m up to but not including 24m 


from 24m up to but not including 35m 

HF High Frequency 

HLO Helideck Landing Officer 

HOMP Helicopter Operations Monitoring Program 

HOR Hourly Operating Rate 

HUET Helicopter Underwater Escape Training 

HUMS Health and Usage Monitoring System 

IAGSA International Airborne Geophysics Safety Association 

IATA International Air Transport Association 

ICAO International Civil Aviation Organisation 

ICUS In Command Under Supervision 

IFR Instrument Flight Rules 

IMC Instrument Meteorological Conditions 

ILS Instrument Landing System 

IOSA IATA Operational Safety Audit 


IRT Instrument Rating Test 

IVSI Instantaneous Vertical Speed Indicator 

JET A1 Jet fuel for turbine-powered aircraft 

LAME Licensed Aircraft Maintenance Engineer 

LOFT Line Oriented Flight Training 

LOS Limited Obstacle Sector 

LSALT Lowest Safe Altitude 

MAP Missed Approach Point 

MAUW Maximum All Up Weight 

MEL Minimum Equipment List 

MGTOW Maximum Gross Take-Off Weight 

MMEL Master MEL issued by the aircraft manufacturer 

MODU Mobile Drilling Unit 

MOE Maintenance Organisation Exposition 

MR Maintenance Release 

MSC Monthly Standing Charge 

MSDS Material Safety Data Sheet 

NDI Non-Destructive Inspection 

NDT Non-Destructive Testing 

NOTAM Notice to Airmen 

NPA Non-Precision Approach 

NVFR Night Visual Flight Rules 

OEI One Engine Inoperative 

OFS Obstacle Free Sector 

OGP International Association of Oil and Gas Producers 

PCN Pavement Classification Number 

PCO Passenger Control Officer 

PNR Point of No Return 

PPE Personal Protective Equipment 

PSR Point of Safe Return 

PIC Pilot-in-Command 

PUS Permissible Unserviceability Schedule 

QAR Quick Access Recorder 

RA Risk Analysis 

RCC Rescue Coordination Centre 

RPT Regular Public Transport 

RVSM Reduced Vertical Separation Minima 

SART Search and Rescue Transponder Beacon 

SARSAT American satellite system used to track EPIRB 

distress signals 

SEIFR Single-Engine IFR 

SLA Safe Landing Area 

SMS Safety Management System 

SOP Standard Operating Procedure 

STC Supplementary Type Certificate 

STOL Short Take Off and Landing 

SVFR Special Visual Flight Rules 

TAWS Terrain Awareness Warning System 

TBO Time between Overhaul 

TCAS Terminal Collision Avoidance System 

TCAS I Traffic Collision Avoidance System. Visual display of traffic – 

info only 

TCAS II Provides visual display and audio conflict resolution 

TEM Threat and Error Management 

TLP Tension Leg Platform 

TSO Technical Standards Order 

TVF Target Validation Fix 

UMS Unit Monitoring System 

VFR Visual Flight Rules 

VHF Very High Frequency 

VMC Visual Meteorological Conditions 

VMS Vibration Monitoring System 

version 3 Flight SaFety Foundation BaSic aviation RiSk StandaRd – Resource Sector © 23 

VMCA 

Minimum Control Speed – Air 

VOR VHF Omni Directional Range navigation system 

VSI Vertical Speed Indicator 

Vtoss Take Off Safety Speed 

VXP Chadwick vibration analysis system for helicopters 

Vy 

V1 

VR 

V2 

VNE 

Best Rate of Climb Speed 

Decision Speed on Takeoff 

Rotate Speed 

Take-off Safety Speed 

Velocity Never Exceed

Appendix 4: 

External Load Operations 


for External Loads 

Threat 

24 

Threat 12.0: 


Threat 13.0: 

Failure of 

Lifting Equipment 

Threat 14.0: 

Inadvertent 

Load Release 

Threat 15.0: 

In-Flight Loss 

of Control 

Threat 16.0: 

Line Fouling 

in Transit 

Threat 17.0: 

Ground Loss 

of Control 

Controls 

Fuel Reserve 

Low Level Light 


Servicing Schedule 

Manual and Electrical 

Release Mechanism 

Pilot Experience 

Pilot Daily Flight Times 

Weighted Lines 

Never Exceed Speeds 

Ground Briefing 

Aircraft Ground Control 

Ground Personnel 

Visual Inspections 

Shackles 

Standardised Controls 

Guarded Release Switch 

Instrument Remote Indicators 

Aircraft Operator Procedures 

Manoeuvre Boundary Envelope 

Short Line 

Load Construction 

External Mirrors 

Load Weight 

No Passengers 

Anti-Fouling Cable 

18.0 


Recovery Measures: 

Aircrew Helmets 



Threat 12.0: Fuel Exhaustion – External Load Operations 

The helicopter operates on minimum fuel load to maximise lifting capability and 

runs out of fuel and suffers an engine flame-out resulting in an aircraft accident 


Threat 12.0: 


Control 12.1: Fuel Reserve 

A minimum fuel reserve of 20 minutes is to be maintained 

at all times. 

Control 13.1: Lifting Equipment 

Whether steel, Kevlar or other synthetic lifting devices are 

used, the aircraft operator is to ensure the serviceability and 

certified safe working load of the equipment is adequate for 

the task and appropriate to the material used for the line. 

Control 13.2: Servicing Schedule 

Lifting equipment is to conform to a servicing schedule 

that provides all necessary documentation associated with 

inspections, certification and serviceability. Copies of this 

servicing schedule are to be made available to the aircraft 

operator’s representatives in the field. 

Fuel Reserve 

Low Level Light 

Control 12.2: Low Level Light 

When available for the aircraft type, a fuel low level warning 

light is to be fitted. 

Threat 13.0: Failure of Lifting Equipment – 


The lifting equipment fails and drops the load, resulting in an accident on the ground 


Threat 13.0: 

Failure of 



Servicing Schedule 

Visual Inspections 

Shackles 

Control 13.3: Visual Inspections 

All lifting equipment (cables, lines, straps, baskets, swivels, 

clevises etc) shall be inspected by appropriately qualified 

personnel on a daily basis prior to flight. Any signs of wear, 

fraying, corrosion, kinks or deterioration should result in the 

equipment being discontinued for use. 

Control 13.4: Shackles 

The shackles used to connect the cable to the aircraft shall 

conform with specific Flight Manual supplements regarding 

the diameter of the shackle rings and their use with respective 

hook types on the aircraft. 


Appendix 4: 

Threat 14.0: Inadvertent Load Release – 


The load is inadvertently released in flight, falls to the ground and causes an accident 

Control 14.1: Manual and Electrical 

Release Mechanisms 

26 


Threat 14.0: 

Inadvertent 

Load Release 

The aircraft is to have serviceable cockpit manual and electric 

release mechanisms and an external manual release at the hook. 

Control 14.2: Standardised Controls 

When practical, for aircraft of the same or similar type, 

the aircraft operator is to standardise the electrical load 

release switches, particularly when located on the cyclic and 

collective controls. 

Manual and Electrical 

Release Mechanism 

Standardised Controls 

Guarded Release Switch 

Control 14.3: Guarded Release Switch 

When possible for the type, all electrical release switches shall 

be guarded to prevent inadvertent activation. 

Control 14.4: Load Construction 

The aircraft operator is to ensure that all loads are rigged by 

appropriately qualified personnel. 

Load Construction 


Threat 15.0: In-Flight Loss of Control – 


Poor manipulative control in-flight results in loss of control and an aircraft accident 


Threat 15.0: 

In-Flight Loss 

of Control 

Control 15.1: Pilot Experience 

The following minimum requirements are required for aircrew 

engaged in external load activities: 

• Successful completion of operator’s external load training 

program tailored to the vertical reference, and the long- 

line (> 50 feet), or the short-line (< 50 feet), whichever is 

applicable 

• 200 hours external load operations, 100 of which must be 

vertical referencing, if used in that role 

• An annual long-line and/or external load base check with an 

operator’s check and training Pilot-in-Command. 

Control 15.2: Pilot Daily Flight Times 

Where the external load moves are more than three (3) per 

hour, the following flight times are to be adhered to: 

Single-pilot operation Two-pilot operation 

3-hour maximum flight time 

per flying period, followed by 

a 30-minute rest-break. Hot 

refuelling does not constitute 

a rest-break. 

6-hour maximum flight time per 

calendar day. 

Pilot Experience 

Pilot Daily Flight Times 


flying period, followed by 

a 60-minute rest-break. 


calendar day. 

Control 15.3: Instrument Remote Indicators 

For single-pilot operations using vertical referencing 

techniques and where the aircraft instruments are not in the 

pilot’s scan, remote indication of fire warning light and torque 

gauge shall be fitted where possible for the aircraft type. 

Instrument Remote 

Indicators 

Aircraft Operator 

Procedures 

Control 15.4: Aircraft Operator – Procedures 

The helicopter operator shall have documented procedures 

addressing competency requirements of the aircrew and 

groundcrew (where applicable) engaged in the external load 

activity. Ability to operate in the environmental and terrain 

conditions where the activity is being conducted shall form 

part of the competency procedures. 

Control 15.5: Aircraft External Mirrors 

Where available for the aircraft type, external mirrors showing 

the hook area shall be fitted to the aircraft. 

Control 15.6: Load Weight 

All loads shall have accurate weights provided to the pilot 

before each lift. Standard load plans can be used as long as 

the weights are accurately known (compressors, rig break- 

down, sample bags etc). When operationally necessary, a load 

meter should be fitted to the aircraft. 

Control 15.7: No Carriage of Passengers 

Passengers are prohibited from travel on helicopters during 

external load operations, including transit with an empty 

line attached. If the aircraft is used for passenger operations 

without a load at any time, seating restraint requirements are 

to meet the expectations of Defence 11.11. 

Control 15.8: Anti-Fouling Cable 

When available for the aircraft type, protective assemblies to 

prevent cables from chaffing and fouling on the skids/fuselage 

shall be installed. 

External Mirrors 

Load Weight 

No Passengers 

Anti-Fouling Cable 


Appendix 4: 

Threat 16.0: Line Fouling In Transit – External Load Operations 

The load becomes detached from the line, or the line is flown empty, which when above a 

certain speed causes it to stream up and rearwards into the tail rotor and results in an accident 

Control 16.1: Weighted Lines 

28 


Threat 16.0: 

Line Fouling 

in Transit 

The long-line shall be suitably weighted if to be flown without 

a load attached. Pre take-off checks, designed to ensure 

aircrew involved in repetitive loads are aware of when the line 

is attached, are to be implemented. 

Control 16.2: Never Exceed Speeds (Vne) 

All applicable Vne speeds are to be briefed and understood by 

all aircrew prior to commencement of operations. If aircraft 

Air Speed Indicator (ASI) is calibrated in different units of 

measurement than the documented Vne speeds, a separate 

risk assessment shall be conducted and reviewed with 

specialist aviation personnel prior to start. 

Weighted Lines 

Never Exceed Speeds 

Manoeuvre Boundary 

Envelope 

Short Line 

Control 16.3: Manoeuvre Boundary Envelope 

All safe transit speeds, maximum angle of bank, maximum 

allowable rate of descent and general handling associated with 

stable load operations are to be briefed and understood by all 

aircrew prior to commencement of operations. 

Control 16.4: Short-Line (< 50 feet) 

Transit with a short-line and no load attached is not permitted. 


Threat 17.0: Ground Loss of Control – External Load Operations 

A departure from normal operations on the ground results in loss of control of the 

load and aircraft and results in an aircraft accident 


Threat 17.0: 

Ground Loss 

of Control 

Control 17.1: Ground Briefing 

The Aircraft Pilot-in-Command is responsible for ensuring 

all personnel involved in the external load activity are 

thoroughly briefed in all aircraft operator expectations prior to 

commencement of operations. This brief is to include all aircraft 

emergency scenarios that could involve the groundcrew. 

Control 17.2: Aircraft Ground Control 

A pilot is to remain at the controls of an operating helicopter 

under power and whilst on the ground at all times. The 

controls must not be left unattended with the aircraft under 

power under any circumstances, even to assist in activities 

such as hot refuelling or load attachment. 

Defences 18.0: Aircraft Accident – External Load Operations 

Mitigating defences in the event of an aircraft accident. 

Defence 18.1: Aircrew Helmets 

Aircrew involved in external load activities shall wear 

serviceable flying helmets to appropriate industry standard. 


Positive continuous communication and flight following shall 

be maintained with the aircraft either by ground support crew 

or designated flight following personnel. Scheduled operations 

normal calls shall be established for every 15 minutes but no 

later than 30 minutes. 

Ground Briefing 

Aircraft Ground Control 

Ground Personnel 

Control 17.3: Ground Personnel 

Ground personnel are to wear appropriate Personal Protective 

Equipment (PPE) including hard hats with chin straps, impact 

resistant goggles, gloves, safety shoes and means of ground-to- 

air communications with the aircrew and high visibility vests. 


Appendix 5: 

Offshore Operations 


for Offshore Operations 

Threat 

30 

Threat 19.0: 

Helicopter to 

Vessel Interface 

Threat 20.0: 

Night CFIT/W 

Threat 21.0: 

Helideck Collision 

Threat 22.0: 

Rescue Hoist 

Operation 

Threat 23.0: 

Aircraft Fuel 

Complication 

Controls 

Helicopter/Ship Operations 

Vessel Operations 

Night Recency 

Night Offshore Time 

Night Offshore Procedures 

Night Validation Flight 

Helideck Control 

Helideck Inspection 

Hoist Experience 

Training Program 

Refuelling System Inspection 

Offshore Alternates 

Pitch, Roll and Heave 

(PRH) Limits 

Night Medevac Policy 

Radalt 

Weather Radar 

Helideck Design 

Helicopter Performance 

Hoist Equipment 

Night Hoist Operations 

24.0 


Recovery Measures: 

Aircraft Flotation System 

Pop-out Windows 

Emergency Exit 

Lighting System 

Flight SaFety Foundation BaSic aviation RiSk StandaRd – Resource Sector © version 3 

Liferafts 

Externally Mounted Liferafts 

Life Jackets 

Survival Suits 

HUET 

PA System 

Passenger to Crew 

Communication 

Offshore Safety Briefing 

Cabin Baggage 


Survival Kits 

Emergency Response Plan 

Emergency Response Drills 

Last Light Limitations 

Night Passenger Flights 

Linked Liferaft 

Acoustic Beacon

Threat 19.0: Helicopter to Vessel Interface – 


Helicopter operates to a floating structure and crashes on deck 


Threat 19.0: 

Helicopter to 

Vessel Interface 

Control 19.1: Helicopter/Ship Operations 

All helicopter-to-ship operations shall be conducted in 

accordance with the standards contained in the International 

Chamber of Shipping (ICS) Guide to Helicopter/Ship Operations. 

Control 19.2: Vessel Operations 

Floating vessels include Floating Production Storage Offload 

(FPSO), Mobile Drilling Unit (MODU), Diving Support Vessels 

(DSV), Derrick barges and seismic vessels. 

The Pitch, Roll and Heave of floating vessels shall be measured 

as close to helideck level and centreline as possible to provide 

accurate readings that can be communicated to the helicopter 

from the vessel, and verified by the crew as being within limits 

before landing. 

Helicopter/Ship Operations 

Vessel Operations 

Pitch, Roll and Heave 

(PRH) Limits 

Control 19.3: Pitch, Roll and Heave (PRH) 

Limits for Landing 

For operations to floating helidecks, the aircraft operator shall 

have industry validated pitch, heave and roll landing limits 

(such as the Helideck Certification Agency Helideck Landing 

Limits) documented in their Operations Manual. 


Appendix 5: 

Threat 20.0: Night Controlled Flight Into Terrain/Water (CFIT/W) – 


The helicopter operating at night flies into the water whilst still in an airworthy and operational state 

Control 20.1: Night Recency 

32 


Threat 20.0 

Night CFIT/W 

All offshore crews rostered for night support shall maintain a 

recency of 3 night deck landings every 90 days. 

Control 20.2: Night Offshore Time 

Aircrew shall have 25 hours night offshore time before 

operating as Pilot-in-Command offshore at night. 

Control 20.3: Night Offshore Procedures 

Night offshore operations shall be flown with two qualified 

pilots, in a multi-engine aircraft to be operated and equipped 

for flight under Instrument Flight Rules. The aircraft operator 

is to have documented Standard Operating Procedures (SOPs) 

pertaining to night offshore operations which shall include 

reference to stabilised approach criteria and missed approach/ 

go-around protocol. 

Control 20.4: Night Validation Flight 

Non-revenue night validation flights conducted by suitably 

qualified check and training personnel shall be conducted 

to all new-build platforms as close to operational start-up 

as practicable with the objective of validating helideck and 

platform lighting, and instrument/visual approaches to the 

platform in ambient surroundings. 

Night Recency 

Night Offshore Time 

Night Offshore Procedures 

Night Validation Flight 

Night Medevac Policy 

Radalt 

Weather Radar 

Control 20.5: Night Medical Evacuation (Medevac) 

Policy 

Company in consultation with the aircraft operator shall 

develop a night medevac policy when the capability is 

required. In recognition of the higher risk profile, night 

offshore medevac flights shall only be requested in life 

threatening situations where patient stabilisation until first 

light is not considered an option by the Offshore Installation 

Manager (OIM) in consultation with medical staff. 

Control 20.6: Serviceable Radio Altimeters 

All offshore helicopters are to be equipped with at least one 

radio altimeter with dual displays, both of which shall be 

serviceable for any flight at night or flight conducted under 

IFR. This requirement supersedes what may be outlined in the 

regulatory approved MEL. 

Control 20.7: Weather Radar 

All offshore helicopters flown at night or under IFR shall be 

fitted with colour weather radar having a minimum range scale 

of 2.5 nm with one half nm range scale graduations. 


Threat 21.0: Helideck Collision – Offshore Operations 

The helicopter collides with an obstacle on the helideck and crashes into the water 

adjacent to the platform 


Threat 21.0: 

Helideck Collision 

Control 21.1: Helideck Control – Helicopter 

Landing Officer (HLO) and Assistants 

All offshore installations shall have a trained HLO available 

for all helicopter movements with all relevant duties and 

responsibilities clearly outlined in a current and up-to-date 

HLO Manual. Recurrent training should be scheduled for every 

three years. 

Any personnel designated as an assistant to the HLO shall 

receive formalised and documented training from an approved 

HLO, and where possible include participation in periodic 

emergency drills. 

In addition to standard PPE, all helideck personnel are to wear 

and be identified by a high visibility vest. 

Control 21.2: Helideck Inspection 

All helidecks shall have an annual helideck inspection 

conducted by appropriately qualified aviation specialists or 

the aircraft operator. Documented findings and action plans 

resulting from any inspection shall be retained by the HLO. 

Prior to commencing operations to a new helideck, or with 

a new operator to an existing helideck, experienced and 

qualified personnel from the aircraft operator shall perform 

an inspection and brief all relevant offshore personnel in the 

safe operating practices and procedures for the helicopter type 

being used. 

Helideck Control 

Helideck Inspection 

Helideck Design 

Helicopter Performance 

Control 21.3: Helideck Design 

Unless local regulatory requirements specify otherwise, all new 

helidecks shall conform to the standards of ICAO Annex 14 

‘Aerodromes’ Volume II and shall be designed to accommodate 

the largest helicopter anticipated for use in the life of the 

structure. For practical implementation, standards and 

practices, CAP 437 ‘Offshore Helicopter Landing Areas’ and the 

ICAO Heliport Manual should be used. 

Bow mounted helidecks on FPSOs may require larger than 

normal diameter decks up to 1.5D (D = overall length of the 

helicopter with rotors turning) due to PRH considerations. 

Aviation advice shall be consulted prior to final design review. 

A second helicopter may only be landed on an obstructed 

deck if all aspects have been risk assessed, reviewed with 

an aviation specialist prior to performing the activity and a 

procedure is included in the operator’s Standard Operating 

Procedures or Operations Manual. 

Control 21.4: Helicopter Performance 

Offshore helicopters are to be flown to minimise exposure time 

over the helideck edge and are to be operated to Performance 

Class 2 requirements, or better, at all times. 


Appendix 5: 

Threat 22.0: Rescue Hoist Operations 

The helicopter is required to perform hoisting operations and, through manipulative 

error, results in an abnormal situation resulting in an accident 

Control 22.1: Aircrew Hoist Experience 

34 


All aircrew assigned to hoist operations shall have completed 

an approved and documented training program reviewed 

by the Company aviation specialist personnel. To maintain 

currency, a minimum of 3 hoist cycles within the past 

12 months is to form part of the training schedule for 

all aircrew. 

Threat 22.0: 

Rescue Hoist 

Operation 

Control 22.2: Training Program 

The aircraft operator will establish a documented training 

program and minimum qualification criteria for all personnel 

involved in hoist operations, including (but not limited to) 

the aircrew, hoist operator and down-the-wire swimmer 

(where applicable). 

The training program shall include an initial competence course 

followed by annual refresher training. 

Control 23.1: Refuelling System Inspection 

An initial and then annual inspection thereafter of offshore 

installation fuel system is to be conducted by the aviation 

specialist designated by the Company or aircraft operator. 

The inspection schedule shall include a review of refuelling 

procedures that encompasses daily testing, sampling and 

sample retention practices. 

Control 22.3: Hoist Equipment 

All role specific equipment including the hoist, lifting device, 

harnesses, PPE and associated tools are, at minimum, to 

be maintained, tested and certified in accordance with the 

manufacturers approved maintenance program. 

Control 22.4: Night Hoist Offshore Operations 

Night hoist operations shall only be conducted in an aircraft 

that is specifically equipped to do the task (including auto- 

hover capability) and with a crew specifically trained in night 

hoist operations. 

Threat 23.0: Aircraft Fuel Complication – Offshore Operations 

The helicopter experiences fuel supply complications resulting in engine flame-out and 

aircraft accident 


Threat 23.0: 

Aircraft Fuel 

Complication 

Hoist Experience 

Training Program 

Refuelling System 

Inspection 

Offshore Alternates 

Hoist Equipment 

Night Hoist Operations 

Control 23.2: Offshore Alternates 

One-way fuel computations and offshore-only alternate 

diversion shall not be used unless the offshore destination has 

been approved for OEI landings by specialist aviation advice. 


Defences 24.0: Helicopter Accident – Offshore Operations 

Mitigating defences in the event of an aircraft accident 

Defence 24.1: Aircraft Flotation System 

Offshore helicopters are to be fitted with a pop-out flotation 

system. Automatic inflation systems are to be installed on the 

aircraft when available for the aircraft type. 

Defence 24.2: Pop-out Windows 

When an approved modification exists, emergency pop-out 

windows are to be installed. 

Defence 24.3: Emergency Exit Lighting System 

When an approved modification exists, an emergency exit 

lighting system is to be fitted to the aircraft. 

Defence 24.4: Liferafts 

Two approved liferafts that are reversible or self-righting, 

double chambered and capable of being tethered to the 

aircraft, shall be carried and be readily accessible in the event 

of ditching. Each liferaft is to have an overload capacity that is 

equal or greater to the total occupants carried in the aircraft. 

Defence 24.5: Externally Mounted Liferafts 

When an approved modification exists, externally mounted 

liferafts are to be fitted to the helicopter and able to be 

deployed internally or externally. 

Defence 24.6: Life Jackets 

Constant wear, double chambered passenger life vests 

manufactured to an aviation authority approved TSO must 

be worn at all times in offshore operations. Where approved 

by the local authority, life vests with crotch strap designs are 

preferred over those without. 

Defence 24.7: Survival Suits 

Survival suits certified for use by the local regulatory authority 

shall be provided to crews and passengers for helicopter 

offshore operations in hostile environments and when required 

by risk assessment. 

Defence 24.8: Helicopter Underwater Escape 

Training (HUET) 

All flight crews and passengers shall complete a HUET course 

that includes use of a Modular Egress Training Simulator 

(METS) at least every four years unless local regulation 

requires greater frequency or an established internal variance 

process is in place. 

Defence 24.9: Public Address (PA) System 

The helicopter shall be fitted with a PA system of sufficient 

clarity and volume so that passengers are capable of 

understanding instructions from the crew at all times 

during flight. 

Defence 24.10: Passenger to Crew Communication 

A means by which the passengers are able to communicate 

with the crew is to be made available. Where possible, this 

should consist of providing at least one two-way headset to 

a designated passenger. 

Defence 24.11: Additional Offshore Safety Briefing 

In addition to the briefing requirements contained in 6.6, the 

following aspects (but not limited to) are to be provided via 

video brief prior to boarding the aircraft for both onshore and 

offshore legs: 

• Demonstration on the use of the lifejackets used in 

that helicopter 

• Briefed on the proper use of survival suits, including the 

need to have suits fully zipped with hoods and gloves ON 

during take-off and landing or otherwise advised by the 

Pilot-in-Command 

• Demonstration of liferaft deployment and boarding 

• Demonstration of deployment of all survival equipment 

• Boarding and disembarkation instructions. 


Appendix 5: 

Defences 24.0 (cont.) 

Defence 24.12: Cabin Baggage 

36 

Only soft cover books or securely bound magazines are 

permitted as carry-on baggage. Briefcases, laptop computers 

and newspapers are specifically prohibited as carry-on 

baggage and must be secured in the baggage compartment. 


Dedicated aircraft flight following shall be provided by a 

responsible person capable of initiating the Emergency 

Response Plan. The flight following at minimum must consist 

of constant radio contact being maintained, with aircraft 

reporting intervals detailing the aircraft position and altitude 

not to exceed 15 minutes. 

Where possible, and available for the aircraft type flown, an 

approved satellite system shall be provided to augment the 

flight following system. Satellite reporting intervals should 

be increased to two-minute intervals with higher reporting 

frequencies encouraged at lower levels, and can be used in lieu 

of the scheduled radio transmissions. 

Defence 24.14: Survival Kits 

Offshore-specific survival kits, that at a minimum, are to 

comply with local regulatory standards are to be carried and 

packed into the aircraft liferafts. 

Defence 24.15: Emergency Response Plan (ERP) 

Provision is to be made for aviation emergencies in offshore 

Emergency Response Plans. 

Defence 24.16: Emergency Response Drills 

Emergency drills (at minimum desk-top) with specific 

objectives shall be conducted within 30 days of a new project 

start, and annually thereafter for ongoing operations. 

To test the integrity of the ERP, worst-case scenarios involving 

last-light, weather and aircraft disposition shall be designed 

for the exercise. 

Bridging communications between the Company, the aircraft 

operator and all SAR resources shall be tested and validated 

during the drill. 

Defence 24.17: Last Light Limitations 

Daytime flights offshore are to be scheduled so that 

helicopters land 30 minutes prior to official sunset. Daytime 

flights offshore, where a ditching prior to darkness would limit 

the ability to provide a rescue within the anticipated occupant 

survival time, should be further reduced in duration to allow 

for appropriate response. 

Defence 24.18: Night Time Offshore 

Passenger Flights 

Night passenger flights shall only be conducted after risk 

assessment that involves the aircraft operator. At minimum, 

this RA should include: 

(1) the existence, availability and effectiveness of available 

night SAR resources; 

(2) SAR response times; and 

(3) survival times of personnel given environmental conditions 

and mitigating measures (such as survival suits). In this 

review it is expected that dedicated night SAR helicopters 

with full night hoisting capability would be available. 

Defence 24.19: Linked Liferaft 

For long-term operations consideration ought to be given 

to request the aircraft operator establish a linked liferaft 

capability to supplement any hoist or other means of rescue, 

particularly if anticipated sea survival times are marginal. 

In addition to initial crew training, an annual currency 

requirement is to be maintained. 

Defence 24.20: Acoustic Beacon 

All offshore helicopters shall have an underwater acoustic 

beacon (pinger) that transmits when submerged. If equipped 

with a CVR, the pinger should be attached to that CVR. 


Notes 


Notes 

38 



Contact: 

BAR Standard Program Office 

Flight Safety Foundation 

Regional Office 

GPO Box 3026 

Melbourne, Victoria 3001, Australia 

Telephone: +61 1300 557 162 

Fax: +61 1300 557 182 

Email: BARstandard@flightsafety.org 

Web: www.flightsafety.org 

Flight Safety Foundation 

Headquarters 

601 Madison Street, Suite 300 

Alexandria, Virginia US 22314-1756 

Pursuing the continuous improvement of global aviation safety 

and the prevention of accidents 

Version 3 June 2010

Basic Aviation Risk Standard Resource Sector - Flight Safety ...

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